Wheel movement trigger for battery wake-up systems and methods

ABSTRACT

A micromobility transit vehicle may include a wheel, a dynamo, a control module, and a battery. The dynamo may be associated with the wheel and configured to transmit a first signal based at least on a detection of one or more movements of the wheel that meets or exceeds a threshold movement of the wheel. The control module may be configured to receive the first signal transmitted by the dynamo. The control module may be configured to transmit a second signal upon receiving the first signal from the dynamo. The battery may be configured to receive the second signal transmitted by the control module. The second signal may cause the battery to wake from a battery-off state to a battery-on state.

TECHNICAL FIELD

One or more embodiments of the present disclosure relate generally tomicromobility transit vehicles and more particularly, for example, tosystems and methods for waking a battery of a micromobility transitvehicle based on detected wheel movement.

BACKGROUND

It can be difficult and/or confusing for a user to power and/or wake-upa shared micromobility vehicle (e.g., a shared scooter, sit-scooter,bicycle, etc.). For example, some designs require the user to manuallypress an activation (power) button and/or perform a sequence of events,which can be difficult to locate or understand, thereby creating anawkward experience for the user. Some users naturally attempt to push,pull, or otherwise move the shared vehicle without first powering and/orwaking up the vehicle. Such can be difficult, especially if the sharedvehicle is immobilized. Moving the shared vehicle may also not provideany indication to the user that the vehicle is powered on or otherwiseready to ride. This often leads to the user leaving the shared vehicle,assuming the vehicle is non-operable. In addition, many legacytransportation systems can benefit from technological improvementsaddressing such deficiencies without taking the legacy transportationsystems out of service. For example, technological improvementsaddressing such deficiencies may need to be implemented quickly andefficiently to numerous legacy transportation systems that have a manualwake-up signal structure or system.

Therefore, there is a need in the art for systems and methods for amicromobility vehicle that addresses the deficiencies noted above, otherdeficiencies known in the industry, or at least offers an alternative tocurrent techniques. In addition, there is a need for advancements intechnology being implemented on legacy transportation systems to addressthe deficiencies noted above.

SUMMARY

Techniques are disclosed for systems and methods associated with wakinga battery of a micromobility transit vehicle based on detected wheelmovement. In accordance with one or more embodiments, a micromobilitytransit vehicle may include a wheel, a dynamo, a control module, and abattery. The dynamo may be associated with the wheel and configured totransmit a first signal based at least on a detection of one or moremovements of the wheel that meets or exceeds a threshold movement of thewheel. The control module may be configured to receive the first signaltransmitted by the dynamo. The control module may be configured totransmit a second signal upon receiving the first signal from thedynamo. The battery may be configured to receive the second signaltransmitted by the control module. The second signal may cause thebattery to wake from a battery-off state.

In accordance with one or more embodiments, a multimodal transportationsystem may include one or more micromobility transit vehicles. Each ofthe one or more micromobility transit vehicles may include an electricbattery configured to receive a manual signal that wakes the electricbattery from a battery-off state to a battery-on state, a dynamoconfigured to detect one or more wheel movements that meets or exceeds athreshold movement and transmit a dynamo signal, and a control modulecoupled to the dynamo. The control module may be configured to receivethe dynamo signal from the dynamo and wake the electric battery from thebattery-off state to the battery-on state without the electric batteryreceiving the manual signal. The dynamo may be configured to transmitthe dynamo signal to a communication bus of the micromobility transitvehicle, and the control module may be configured to receive the dynamosignal over the communication bus.

In accordance with one or more embodiments, a control module for amicromobility transit vehicle may be configured to wake an electricbattery of the micromobility transit vehicle from a battery-off state toa battery-on state based on one or more sensed dynamic characteristicsof the micromobility transit vehicle that meet or exceed a threshold.The control module may include a first controller configured to receivea first signal based on the one or more sensed dynamic characteristicsof the micromobility transit vehicle that meet or exceed the threshold.The control module may include a second controller configured totransmit a second signal to the electric battery based at least on areceipt of the first signal by the first controller. The second signalmay cause the electric battery to change from the battery-off state tothe battery-on state.

In accordance with one or more embodiments, a system for a micromobilitytransit vehicle may include a non-transitory medium storing instructionsand one or more hardware processors operable to execute the instructionsto cause the system to perform operations. The operations may includedetecting a movement of a wheel; determining whether the movement meetsor exceeds a threshold movement; based on determining the movement meetsor exceeds the threshold movement, transmitting a signal to a battery ofthe micromobility transit vehicle; and based on receiving the signal,causing the battery to wake from a battery-off state to a battery-onstate.

In accordance with one or more embodiments, a method may includedetecting a movement of a wheel of a micromobility transit vehicle,determining the movement meets or exceeds a threshold movement,transmitting a signal to a battery of the micromobility transit vehicle,and in response to receiving the signal, causing the battery to wakefrom a battery-off state and provide power to the micromobility transitvehicle.

The scope of the invention is defined by the claims, which areincorporated into this section by reference. A more completeunderstanding of embodiments of the invention will be afforded to thoseskilled in the art, as well as a realization of additional advantagesthereof, by a consideration of the following detailed description of oneor more embodiments. Reference will be made to the appended sheets ofdrawings that will first be described briefly.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a block diagram of a portion of a dynamictransportation matching system including a transit vehicle in accordancewith an embodiment of the disclosure.

FIG. 2 illustrates a block diagram of a dynamic transportation matchingsystem incorporating a variety of transportation modalities inaccordance with an embodiment of the disclosure.

FIGS. 3A-C illustrate diagrams of micromobility transit vehicles for usein a dynamic transportation matching system in accordance with anembodiment of the disclosure.

FIG. 3D illustrates a diagram of a docking station for dockingmicromobility transit vehicles in accordance with an embodiment of thedisclosure.

FIG. 4 illustrates a fragmentary, bottom perspective view of amicromobility transit vehicle in accordance with an embodiment of thedisclosure.

FIG. 5 illustrates a schematic representation of a battery wake-upsystem for a micromobility transit vehicle in accordance with anembodiment of the disclosure.

FIG. 6A illustrates a perspective view of a control module in accordancewith an embodiment of the disclosure.

FIG. 6B illustrates a perspective view of the control module of FIG. 6Awith a housing removed for illustrations purposes in accordance with anembodiment of the disclosure.

FIG. 7 illustrates a flow diagram of a process of waking a battery froma battery-off state to a battery-on state based on detected movement ofa wheel of a micromobility transit vehicle in accordance with anembodiment of the disclosure.

Embodiments of the invention and their advantages are best understood byreferring to the detailed description that follows. It should beappreciated that like reference numerals are used to identify likeelements illustrated in one or more of the figures.

DETAILED DESCRIPTION

In accordance with various embodiments of the present disclosure,micromobility transit vehicles (e.g., kick scooters, sit-scooters,bicycles, etc.) benefit from a battery wake-up feature triggered bywheel movement. The battery wake-up feature may be implemented using oneor more elements, controllers, hardware processors, or the like thatperform operations including detecting a movement of a wheel,determining whether the movement meets or exceeds a threshold movement,based on determining the movement exceeds the threshold movement,transmitting a signal to a battery of the micromobility transit vehicle,and based on receiving the signal, causing the battery to wake from abattery-off state and provide power to the micromobility transitvehicle.

The micromobility transit vehicle may include a wheel and a dynamo (orother electrical power generator) associated with the wheel andconfigured to transmit a first signal upon a detection of a thresholdmovement of the wheel. The micromobility transit vehicle may include acontrol module communicatively coupled to the dynamo to receive thefirst signal transmitted by the dynamo (e.g., over a communication bus).The control module may be configured to transmit a second signal uponreceiving the first signal from the dynamo. The micromobility transitvehicle may include a battery communicatively coupled to the controlmodule to receive the second signal transmitted by the control module.Receipt of the second signal by the battery causes the battery to wakefrom a battery-off state and provide power to the micromobility transitvehicle.

FIG. 1 illustrates a block diagram of a portion of a dynamictransportation matching system (e.g., system 100) including a transitvehicle 110 in accordance with an embodiment of the disclosure. In theembodiment shown in FIG. 1, system 100 includes transit vehicle 110 andoptional user device 130. In general, transit vehicle 110 may be apassenger vehicle designed to transport a single user (e.g., amicromobility transit vehicle, a transit bike and scooter vehicle, orthe like) or a group of people (e.g., a typical car or truck). Morespecifically, transit vehicle 110 may be implemented as a motorized orelectric kick scooter, bicycle, and/or motor scooter designed totransport one or perhaps two people at once typically on a paved road(collectively, micromobility transit vehicles), as a typical automobileconfigured to transport up to 4, 7, or 10 people at once, or accordingto a variety of different transportation modalities (e.g.,transportation mechanisms). Transit vehicles similar to transit vehicle110 may be owned, managed, and/or serviced primarily by a fleetmanager/servicer providing transit vehicle 110 for rental and use by thepublic as one or more types of transportation modalities offered by adynamic transportation matching system, for example, or may be owned,managed, and/or serviced by a private owner using the dynamictransportation matching system to match their vehicle to atransportation request, such as with ridesharing or ridesourcingapplications typically executed on a mobile user device, such as userdevice 130 as described herein. Optional user device 130 may be asmartphone, tablet, near field communication (NFC) or radio-frequencyidentification (RFID) enabled smart card, or other personal or portablecomputing and/or communication device that may be used to facilitaterental and/or operation of transit vehicle 110.

As shown in FIG. 1, transit vehicle 110 may include one or more of acontroller 112, a user interface 113, an orientation sensor 114, agyroscope/accelerometer 116, a global navigation satellite systemreceiver (GNSS) 118, a wireless communications module 120, a camera 148,a propulsion system 122, an air quality sensor 150, and other modules126. Operation of transit vehicle 110 may be substantially manual,autonomous, and/or partially or completely controlled by optional userdevice 130, which may include one or more of a user interface 132, awireless communications module 134, a camera 138, and other modules 136.In other embodiments, transit vehicle 110 may include any one or more ofthe elements of user device 130. In some embodiments, one or more of theelements of system 100 may be implemented in a combined housing orstructure that can be coupled to or within transit vehicle 110 and/orheld or carried by a user of system 100.

Controller 112 may be implemented as any appropriate logic device (e.g.,processing device, microcontroller, processor, application specificintegrated circuit (ASIC), field programmable gate array (FPGA), memorystorage device, memory reader, or other device or combinations ofdevices) that may be adapted to execute, store, and/or receiveappropriate instructions, such as software instructions implementing acontrol loop for controlling various operations of transit vehicle 110and/or other elements of system 100, for example. Such softwareinstructions may also implement methods for processing images and/orother sensor signals or data, determining sensor information, providinguser feedback (e.g., through user interface 113 or 132), queryingdevices for operational parameters, selecting operational parameters fordevices, or performing any of the various operations described herein(e.g., operations performed by logic devices of various devices ofsystem 100).

In addition, a non-transitory medium may be provided for storing machinereadable instructions for loading into and execution by controller 112.In these and other embodiments, controller 112 may be implemented withother components where appropriate, such as volatile memory,non-volatile memory, one or more interfaces, and/or various analogand/or digital components for interfacing with devices of system 100.For example, controller 112 may be adapted to store sensor signals,sensor information, parameters for coordinate frame transformations,calibration parameters, sets of calibration points, and/or otheroperational parameters, over time, for example, and provide such storeddata to a user via user interface 113 or 132. In some embodiments,controller 112 may be integrated with one or more other elements oftransit vehicle 110, for example, or distributed as multiple logicdevices within transit vehicle 110 and/or user device 130.

In some embodiments, controller 112 may be configured to substantiallycontinuously monitor and/or store the status of and/or sensor dataprovided by one or more elements of transit vehicle 110 and/or userdevice 130, such as the position and/or orientation of transit vehicle110 and/or user device 130, for example, and the status of acommunication link established between transit vehicle 110 and/or userdevice 130. Such communication links may be established and then providefor transmission of data between elements of system 100 substantiallycontinuously throughout operation of system 100, where such dataincludes various types of sensor data, control parameters, and/or otherdata.

User interface 113 of transit vehicle 110 may be implemented as one ormore of a display, a touch screen, a keyboard, a mouse, a joystick, aknob, a steering wheel, a yoke, and/or any other device capable ofaccepting user input and/or providing feedback to a user. In variousembodiments, user interface 113 may be adapted to provide user input(e.g., as a type of signal and/or sensor information transmitted bywireless communications module 134 of user device 130) to other devicesof system 100, such as controller 112. User interface 113 may also beimplemented with one or more logic devices (e.g., similar to controller112) that may be adapted to store and/or execute instructions, such assoftware instructions, implementing any of the various processes and/ormethods described herein. For example, user interface 132 may be adaptedto form communication links, transmit and/or receive communications(e.g., infrared images and/or other sensor signals, control signals,sensor information, user input, and/or other information), for example,or to perform various other processes and/or methods described herein.

In one embodiment, user interface 113 may be adapted to display a timeseries of various sensor information and/or other parameters as part ofor overlaid on a graph or map, which may be referenced to a positionand/or orientation of transit vehicle 110 and/or other elements ofsystem 100. For example, user interface 113 may be adapted to display atime series of positions, headings, and/or orientations of transitvehicle 110 and/or other elements of system 100 overlaid on ageographical map, which may include one or more graphs indicating acorresponding time series of actuator control signals, sensorinformation, and/or other sensor and/or control signals. In someembodiments, user interface 113 may be adapted to accept user inputincluding a user-defined target heading, waypoint, route, and/ororientation, for example, and to generate control signals to causetransit vehicle 110 to move according to the target heading, route,and/or orientation. In other embodiments, user interface 113 may beadapted to accept user input modifying a control loop parameter ofcontroller 112, for example.

Orientation sensor 114 may be implemented as one or more of a compass,float, accelerometer, and/or other device capable of measuring anorientation of transit vehicle 110 (e.g., magnitude and direction ofroll, pitch, and/or yaw, relative to one or more reference orientationssuch as gravity and/or Magnetic North), camera 148, and/or otherelements of system 100, and providing such measurements as sensorsignals and/or data that may be communicated to various devices ofsystem 100. Gyroscope/accelerometer 116 may be implemented as one ormore electronic sextants, semiconductor devices, integrated chips,accelerometer sensors, accelerometer sensor systems, or other devicescapable of measuring angular velocities/accelerations and/or linearaccelerations (e.g., direction and magnitude) of transit vehicle 110and/or other elements of system 100 and providing such measurements assensor signals and/or data that may be communicated to other devices ofsystem 100 (e.g., user interface 132, controller 112).

GNSS receiver 118 may be implemented according to any global navigationsatellite system, including a GPS, GLONASS, and/or Galileo basedreceiver and/or other device capable of determining absolute and/orrelative position of transit vehicle 110 (e.g., or an element of transitvehicle 110) based on wireless signals received from space-born and/orterrestrial sources (e.g., eLoran, and/or other at least partiallyterrestrial systems), for example, and capable of providing suchmeasurements as sensor signals and/or data (e.g., coordinates) that maybe communicated to various devices of system 100. In some embodiments,GNSS 118 may include an altimeter, for example, or may be used toprovide an absolute altitude.

Wireless communications module 120 may be implemented as any wirelesscommunications module configured to transmit and receive analog and/ordigital signals between elements of system 100. For example, wirelesscommunications module 120 may be configured to receive control signalsand/or data from user device 130 and provide them to controller 112and/or propulsion system 122. In other embodiments, wirelesscommunications module 120 may be configured to receive images and/orother sensor information (e.g., still images or video images) and relaythe sensor data to controller 112 and/or user device 130. In someembodiments, wireless communications module 120 may be configured tosupport spread spectrum transmissions, for example, and/or multiplesimultaneous communications channels between elements of system 100.Wireless communication links formed by wireless communications module120 may include one or more analog and/or digital radio communicationlinks, such as WiFi, Bluetooth, NFC, RFID, and others, as describedherein, and may be direct communication links established betweenelements of system 100, for example, or may be relayed through one ormore wireless relay stations configured to receive and retransmitwireless communications. In various embodiments, wireless communicationsmodule 120 may be configured to support wireless mesh networking, asdescribed herein.

In some embodiments, wireless communications module 120 may beconfigured to be physically coupled to transit vehicle 110 and tomonitor the status of a communication link established between transitvehicle 110 and/or user device 130. Such status information may beprovided to controller 112, for example, or transmitted to otherelements of system 100 for monitoring, storage, or further processing,as described herein. In addition, wireless communications module 120 maybe configured to determine a range to another device, such as based ontime of flight, and provide such range to the other device and/orcontroller 112. Communication links established by communication module120 may be configured to transmit data between elements of system 100substantially continuously throughout operation of system 100, wheresuch data includes various types of sensor data, control parameters,and/or other data, as described herein.

Propulsion system 122 may be implemented as one or more motor-basedpropulsion systems, and/or other types of propulsion systems that can beused to provide motive force to transit vehicle 110 and/or to steertransit vehicle 110. In some embodiments, propulsion system 122 mayinclude elements that can be controlled (e.g., by controller 112 and/oruser interface 113) to provide motion for transit vehicle 110 and toprovide an orientation for transit vehicle 110. In various embodiments,propulsion system 122 may be implemented with a portable power supply,such as a battery and/or a combustion engine/generator and fuel supply.

For example, in some embodiments, such as when propulsion system 122 isimplemented by an electric motor (e.g., as with many micromobilitytransit vehicles), transit vehicle 110 may include battery 124. Battery124 may be implemented by one or more battery cells (e.g., lithium ionbattery cells) and be configured to provide electrical power topropulsion system 122 to propel transit vehicle 110, for example, aswell as to various other elements of system 100, including controller112, user interface 113, and/or wireless communications module 120. Insome embodiments, battery 123 may be implemented with its own safetymeasures, such as thermal interlocks and a fire-resistant enclosure, forexample, and may include one or more logic devices, sensors, and/or adisplay to monitor and provide visual feedback of a charge status ofbattery 124 (e.g., a charge percentage, a low charge indicator, etc.).

Other modules 126 may include other and/or additional sensors,actuators, communications modules/nodes, and/or user interface devices,for example, and may be used to provide additional environmentalinformation related to operation of transit vehicle 110, for example. Insome embodiments, other modules 126 may include a humidity sensor, awind and/or water temperature sensor, a barometer, an altimeter, a radarsystem, a proximity sensor, a visible spectrum camera or infrared camera(with an additional mount), and/or other environmental sensors providingmeasurements and/or other sensor signals that can be displayed to a userand/or used by other devices of system 100 (e.g., controller 112) toprovide operational control of transit vehicle 110 and/or system 100. Infurther embodiments, other modules 126 may include a light, such as aheadlight or indicator light, and/or an audible alarm, both of which maybe activated to alert passersby to possible theft, abandonment, and/orother critical statuses of transit vehicle 110. In particular, and asshown in FIG. 1, other modules 126 may include camera 148 and/or airquality sensor 150.

Camera 148 may be implemented as an imaging device including an imagingmodule including an array of detector elements that can be arranged in afocal plane array. In various embodiments, camera 148 may include one ormore logic devices (e.g., similar to controller 112) that can beconfigured to process imagery captured by detector elements of camera148 before providing the imagery to communications module 120. Moregenerally, camera 148 may be configured to perform any of the operationsor methods described herein, at least in part, or in combination withcontroller 112 and/or user interface 113 or 132.

In various embodiments, air quality sensor 150 may be implemented as anair sampling sensor configured to determine an air quality of anenvironment about transit vehicle 110 and provide corresponding airquality sensor data. Air quality sensor data provided by air qualitysensor 150 may include particulate count, methane content, ozonecontent, and/or other air quality sensor data associated with commonstreet level sensitivities and/or health monitoring typical when in astreet level environment, such as that experienced when riding on atypical micromobility transit vehicle, as described herein.

Transit vehicles implemented as micromobility transit vehicles mayinclude a variety of additional features designed to facilitate fleetmanagement and user and environmental safety. For example, as shown inFIG. 1, transit vehicle 110 may include one or more of docking mechanism140, operator safety measures 142, vehicle security device 144, and/oruser storage 146, as described in more detail herein by reference toFIGS. 3A-C.

User interface 132 of user device 130 may be implemented as one or moreof a display, a touch screen, a keyboard, a mouse, a joystick, a knob, asteering wheel, a yoke, and/or any other device capable of acceptinguser input and/or providing feedback to a user. In various embodiments,user interface 132 may be adapted to provide user input (e.g., as a typeof signal and/or sensor information transmitted by wirelesscommunications module 134 of user device 130) to other devices of system100, such as controller 112. User interface 132 may also be implementedwith one or more logic devices (e.g., similar to controller 112) thatmay be adapted to store and/or execute instructions, such as softwareinstructions, implementing any of the various processes and/or methodsdescribed herein. For example, user interface 132 may be adapted to formcommunication links, transmit and/or receive communications (e.g.,infrared images and/or other sensor signals, control signals, sensorinformation, user input, and/or other information), for example, or toperform various other processes and/or methods described herein.

In one embodiment, user interface 132 may be adapted to display a timeseries of various sensor information and/or other parameters as part ofor overlaid on a graph or map, which may be referenced to a positionand/or orientation of transit vehicle 110 and/or other elements ofsystem 100. For example, user interface 132 may be adapted to display atime series of positions, headings, and/or orientations of transitvehicle 110 and/or other elements of system 100 overlaid on ageographical map, which may include one or more graphs indicating acorresponding time series of actuator control signals, sensorinformation, and/or other sensor and/or control signals. In someembodiments, user interface 132 may be adapted to accept user inputincluding a user-defined target heading, waypoint, route, and/ororientation, for example, and to generate control signals to causetransit vehicle 110 to move according to the target heading, route,and/or orientation. In other embodiments, user interface 132 may beadapted to accept user input modifying a control loop parameter ofcontroller 112, for example.

Wireless communications module 134 may be implemented as any wirelesscommunications module configured to transmit and receive analog and/ordigital signals between elements of system 100. For example, wirelesscommunications module 134 may be configured to transmit control signalsfrom user interface 132 to wireless communications module 120 or 144. Insome embodiments, wireless communications module 134 may be configuredto support spread spectrum transmissions, for example, and/or multiplesimultaneous communications channels between elements of system 100. Invarious embodiments, wireless communications module 134 may beconfigured to monitor the status of a communication link establishedbetween user device 130 and/or transit vehicle 110 (e.g., includingpacket loss of transmitted and received data between elements of system100, such as with digital communication links), and/or determine a rangeto another device, as described herein. Such status information may beprovided to user interface 132, for example, or transmitted to otherelements of system 100 for monitoring, storage, or further processing,as described herein. In various embodiments, wireless communicationsmodule 134 may be configured to support wireless mesh networking, asdescribed herein.

Other modules 136 of user device 130 may include other and/or additionalsensors, actuators, communications modules/nodes, and/or user interfacedevices used to provide additional environmental information associatedwith user device 130, for example. In some embodiments, other modules136 may include a humidity sensor, a wind and/or water temperaturesensor, a barometer, a radar system, a visible spectrum camera, aninfrared camera, a GNSS receiver, and/or other environmental sensorsproviding measurements and/or other sensor signals that can be displayedto a user and/or used by other devices of system 100 (e.g., controller112) to provide operational control of transit vehicle 110 and/or system100 or to process sensor data to compensate for environmentalconditions. As shown in FIG. 1, other modules 136 may include camera138.

Camera 138 may be implemented as an imaging device including an imagingmodule including an array of detector elements that can be arranged in afocal plane array. In various embodiments, camera 138 may include one ormore logic devices (e.g., similar to controller 112) that can beconfigured to process imagery captured by detector elements of camera138 before providing the imagery to communications module 120. Moregenerally, camera 138 may be configured to perform any of the operationsor methods described herein, at least in part, or in combination withcontroller 138 and/or user interface 113 or 132.

In general, each of the elements of system 100 may be implemented withany appropriate logic device (e.g., processing device, microcontroller,processor, application specific integrated circuit (ASIC), fieldprogrammable gate array (FPGA), memory storage device, memory reader, orother device or combinations of devices) that may be adapted to execute,store, and/or receive appropriate instructions, such as softwareinstructions implementing a method for providing sensor data and/orimagery, for example, or for transmitting and/or receivingcommunications, such as sensor signals, sensor information, and/orcontrol signals, between one or more devices of system 100.

In addition, one or more non-transitory mediums may be provided forstoring machine readable instructions for loading into and execution byany logic device implemented with one or more of the devices of system100. In these and other embodiments, the logic devices may beimplemented with other components where appropriate, such as volatilememory, non-volatile memory, and/or one or more interfaces (e.g.,inter-integrated circuit (I2C) interfaces, mobile industry processorinterfaces (MIPI), joint test action group (JTAG) interfaces (e.g., IEEE1149.1 standard test access port and boundary-scan architecture), and/orother interfaces, such as an interface for one or more antennas, or aninterface for a particular type of sensor).

Sensor signals, control signals, and other signals may be communicatedamong elements of system 100 and/or elements of other systems similar tosystem 100 using a variety of wired and/or wireless communicationtechniques, including voltage signaling, Ethernet, WiFi, Bluetooth,Zigbee, Xbee, Micronet, Near-field Communication (NFC) or other mediumand/or short range wired and/or wireless networking protocols and/orimplementations, for example. In such embodiments, each element ofsystem 100 may include one or more modules supporting wired, wireless,and/or a combination of wired and wireless communication techniques,including wireless mesh networking techniques. In some embodiments,various elements or portions of elements of system 100 may be integratedwith each other, for example, or may be integrated onto a single printedcircuit board (PCB) to reduce system complexity, manufacturing costs,power requirements, coordinate frame errors, and/or timing errorsbetween the various sensor measurements.

Each element of system 100 may include one or more batteries,capacitors, or other electrical power storage devices, for example, andmay include one or more solar cell modules or other electrical powergenerating devices. In some embodiments, one or more of the devices maybe powered by a power source for transit vehicle 110, using one or morepower leads. Such power leads may also be used to support one or morecommunication techniques between elements of system 100.

FIG. 2 illustrates a block diagram of dynamic transportation matchingsystem 200 (or multimodal transportation system) incorporating a varietyof transportation modalities in accordance with an embodiment of thedisclosure. For example, as shown in FIG. 2, dynamic transportationmatching system 200 may include multiple embodiments of system 100. Inthe embodiment shown in FIG. 2, dynamic transportation matching system200 includes management system/server 240 in communication with a numberof transit vehicles 110 a-d and user devices 130 a-b over a combinationof a typical wide area network (WAN) 250, WAN communication links 252(solid lines), a variety of mesh network communication links 254 (curveddashed lines), and NFC, RFID, and/or other local communication links 256(curved solid lines). Dynamic transportation matching system 200 alsoincludes public transportation status system 242 in communication with avariety of public transportation vehicles, including one or more buses210 a, trains 210 b, and/or other public transportation modalities, suchas ships, ferries, light rail, subways, streetcars, trolleys, cablecars, monorails, tramways, and aircraft. As shown in FIG. 2, all transitvehicles are able to communicate directly to WAN 250 and, in someembodiments, may be able to communicate across mesh networkcommunication links 254, to convey fleet data and/or fleet status dataamongst themselves and/or to and from management system 240.

In FIG. 2, a requestor may use user device 130 a to hire or rent one oftransit vehicles 110 a-d by transmitting a transportation request tomanagement system 240 over WAN 250, allowing management system 240 topoll status of transit vehicles 110 a-d and to select one of transitvehicles 110 a-d to fulfill the transportation request; receiving afulfillment notice from management system 240 and/or from the selectedtransit vehicle, and receiving navigation instructions to proceed to orotherwise meet with the selected transit vehicle. A similar process maybe used by a requestor using user device 130 b, but where the requestoris able to enable a transit vehicle over local communication link 263,as shown.

Management system 240 may be implemented as a server with controllers,user interfaces, communications modules, and/or other elements similarto those described with respect to system 100 of FIG. 1, but withsufficient processing and storage resources to manage operation ofdynamic transportation matching system 200, including monitoringstatuses of transit vehicles 110 a-d, as described herein. In someembodiments, management system 240 may be implemented in a distributedfashion and include multiple separate server embodiments linkedcommunicatively to each other direction and/or through WAN 250. WAN 250may include one or more of the Internet, a cellular network, and/orother wired or wireless WANs. WAN communication links 252 may be wiredor wireless WAN communication links, and mesh network communicationlinks 254 may be wireless communication links between and among transitvehicles 110 a-d, as described herein.

User device 130 a in FIG. 2 includes a display of user interface 132that shows a planned route for a user attempting to travel fromorigination point 260 to destination 272 using different transportationmodalities (e.g., a planned multimodal route), as depicted inroute/street map 286 rendered by user interface 132. For example,management system 240 may be configured to monitor statuses of allavailable transportation modalities (e.g., including transit vehiclesand public transportation vehicles) and provide a planned multimodalroute from origination point 260 to destination 272. Such plannedmultimodal route may include, for example, walking route 262 fromorigination point 260 to bus stop 264, bus route 266 from bus stop 264to bus stop 268, and micromobility route 270 (e.g., using one ofmicromobility transit vehicles 110 b, 110 c, or 110 d) from bus stop 268to destination 272. Also shown rendered by user interface 132 arepresent location indicator 280 (indicating a present absolute positionof user device 130 a on street map 486), navigation destinationselector/indicator 282 (e.g., configured to allow a user to input adesired navigation destination), and notice window 284 (e.g., used torender fleet status data, including user notices and/or alerts, asdescribed herein). For example, a user may use navigation destinationselector/indicator 282 to provide and/or change destination 272, as wellas change any leg or modality of the multimodal route from originationpoint 260 to destination 272. In some embodiments, notice window 284 maydisplay instructions for traveling to a next waypoint along thedetermined multimodal route (e.g., directions to walk to a bus stop,directions to ride a micromobility transit vehicle to a next stop alongthe route, etc.).

In various embodiments, management system 240 may be configured toprovide or suggest an optimal multimodal route to a user (e.g.,initially and/or while traversing a particular planned route), and auser may select or make changes to such route through manipulation ofuser device 130 a, as shown. For example, management system 240 may beconfigured to suggest a quickest route, a least expensive route, a mostconvenient route (to minimize modality changes or physical actions auser must take along the route), an inclement weather route (e.g., thatkeeps the user protected from inclement weather a maximum amount of timeduring route traversal), or some combination of those that is determinedas best suited to the user, such as based on various user preferences.Such preferences may be based on prior use of system 200, prior usertrips, a desired arrival time and/or departure time (e.g., based on userinput or obtained through a user calendar or other data source), orspecifically input or set by a user for the specific route, for example,or in general. In one example, origination point 260 may be extremelycongested or otherwise hard to access by a ride-share transit vehicle,which could prevent or significantly increase a wait time for the userand a total trip time to arrive at destination 272. In suchcircumstances, a planned multimodal route may include directing the userto walk and/or take a scooter/bike to an intermediate and less congestedlocation to meet a reserved ride-share vehicle, which would allow theuser to arrive at destination 272 quicker than if the ride-share vehiclewas forced to meet the user at origination point 260. It will beappreciated that numerous different transportation-relevant conditionsmay exist or dynamically appear or disappear along a planned route thatmay make it beneficial to use different modes of transportation toarrive at destination 272 efficiently, including changes in trafficcongestion and/or other transportation-relevant conditions that occurmid-route, such as an accident along the planned route. Under suchcircumstances, management system 240 may be configured to adjust amodality or portion of the planned route dynamically in order to avoidor otherwise compensate for the changed conditions while the route isbeing traversed.

FIGS. 3A-C illustrate diagrams of micromobility transit vehicles 110 b,110 c, and 110 d, which may be integrated with mobile mesh networkprovisioning systems in accordance with an embodiment of the disclosure.For example, transit vehicle 110 b of FIG. 3A may correspond to amotorized bicycle for hire that is integrated with the various elementsof system 100 and may be configured to participate in dynamictransportation matching system 200 of FIG. 2. As shown, transit vehicle110 b includes controller/user interface/wireless communications module112/113/120 (e.g., integrated with a rear fender of transit vehicle 110b), propulsion system 122 configured to provide motive power to at leastone of the wheels (e.g., a rear wheel 322) of transit vehicle 110 b,battery 124 for powering propulsion system 122 and/or other elements oftransit vehicle 110 b, docking mechanism 140 (e.g., a spade lockassembly) for docking transit vehicle 110 b at a docking station, userstorage 146 implemented as a handlebar basket, and vehicle securitydevice (e.g., an embodiment of vehicle security device 144 of FIG. 1),which may incorporate one or more of a locking cable 144 a, a pin 144 bcoupled to a free end of locking cable 144 a, a pin latch/insertionpoint 144 c, a frame mount 144 d, and a cable/pin holster 144 e, asshown (collectively, vehicle security device 144). In some embodiments,controller/user interface/wireless communications module 112/113/120 mayalternatively be integrated on and/or within a handlebar enclosure 313,as shown.

In some embodiments, vehicle security device 144 may be implemented as awheel lock configured to immobilizing rear wheel 322 of transit vehicle110 b, such as by engaging pin 144 b with spokes of rear wheel 322. Inthe embodiment shown in FIG. 3A, vehicle security device 144 may beimplemented as a cable lock configured to engage with a pin latch on adocking station, for example, or to wrap around and/or through a securepole, fence, or bicycle rack and engage with pin latch 144 c. In variousembodiments, vehicle security device 144 may be configured to immobilizetransit vehicle 110 b by default, thereby requiring a user to transmit ahire request to management system 240 (e.g., via user device 130) tohire transit vehicle 110 b before attempting to use transit vehicle 110b. The hire request may identify transit vehicle 110 b based on anidentifier (e.g., a QR code, a barcode, a serial number, etc.) presentedon transit vehicle 110 b (e.g., such as by user interface 113 on a rearfender of transit vehicle 110 b). Once the hire request is approved(e.g., payment is processed), management system 240 may transmit anunlock signal to transit vehicle 110 b (e.g., via network 250). Uponreceiving the unlock signal, transit vehicle 110 b (e.g., controller 112of transit vehicle 110 b) may release vehicle security device 144 andunlock rear wheel 322 of transit vehicle 110 b.

Transit vehicle 110 c of FIG. 3B may correspond to a motorizedsit-scooter for hire that is integrated with the various elements ofsystem 100 and may be configured to participate in dynamictransportation matching system 200 of FIG. 2. As shown in FIG. 3B,transit vehicle 110 c includes many of the same elements as thosediscussed with respect to transit vehicle 110 b of FIG. 3A. For example,transit vehicle 110 c may include user interface 113, propulsion system122, battery 124, controller/wireless communications module/cockpitenclosure 112/120/312, user storage 146 (e.g., implemented as a storagerecess), and operator safety measures 142 a and 142 b, which may beimplemented as various types of headlights, programmable light strips,and/or reflective strips.

Transit vehicle 110 d of FIG. 3C may correspond to a motorized stand orkick scooter for hire that is integrated with the various elements ofsystem 100 and may be configured to participate in dynamictransportation matching system 200 of FIG. 2. As shown in FIG. 3C,transit vehicle 110 d includes many of the same elements as thosediscussed with respect to transit vehicle 110 b of FIG. 3A. For example,transit vehicle 110 d may include user interface 113, propulsion system122, battery 124, controller/wireless communications module/cockpitenclosure 112/120/312, and operator safety measures 140, which may beimplemented as various types programmable light strips and/or reflectivestrips, as shown.

FIG. 3D illustrates a docking station 300 for docking transit vehicles(e.g., transit vehicles 110 c, 110 e, and 110 g, etc.) according to oneembodiment. As shown, docking station 300 may include multiple bicycledocks, such as docks 302 a-e. In this example, a single transit vehicle(e.g., any one of electric bicycles 304 a-d) may dock in each of thedocks 302 a-e of the docking station 300. Each of the docks 302 a-e mayinclude a lock mechanism for receiving and locking docking mechanism 140of the electric bicycles 304 a-d. In some embodiments, once a transitvehicle is docked in a bicycle dock, the dock may be electronicallycoupled to the transit vehicle (e.g., controllers 312 a-d of the transitvehicle) via a link such that the transit vehicle and the dock maycommunicate with each other via the link.

A user may use a user device (e.g., user device 130) to hire a transitvehicle that is docked in one of the bicycle docks 302 a-e bytransmitting a hire request to management system 240. Once the hirerequest is processed, management system 240 may transmit an unlocksignal to the electric bicycle docked in the dock and/or the dock vianetwork 250. The dock may automatically unlock the lock mechanism torelease the electric bicycle based on the unlock signal. In someembodiments, each of the docks 302 a-e may also be configured to chargebatteries (e.g., batteries 324 a-c) of the electric bicycle 304 a-d,respectively, when the electric bicycle 304 a-d are docked at the docks302 a-e. In some embodiments, docking station 300 may also be configuredto transmit information associated with the docking station 300 (e.g., anumber of transit vehicles docked at the docking station 300, chargestatuses of the docked transit vehicles, etc.) to the management system240.

FIG. 4 illustrates a fragmentary, bottom perspective view of amicromobility transit vehicle 400 in accordance with an embodiment ofthe disclosure. As described herein, the micromobility transit vehicle400 includes a movement-based wake feature. For example, movement of themicromobility transit vehicle 400, or portions thereof, powers a wake-upfunction or module to wake the micromobility transit vehicle 400 from afirst state, such as a sleep mode, a powered down mode, a protectionmode, and/or a locked mode, among others. In such embodiments, themicromobility transit vehicle 400 includes one or more components thatconvert mechanical energy (e.g., kinetic energy) into electrical energyto power the wake-up function/module. In such embodiments, user-actuatedmovement of the one or more components will generate the electricalenergy needed to power the wake-up function/module of the micromobilitytransit vehicle 400, as described more fully below.

Referring to FIG. 4, the micromobility transit vehicle 400 may includemany configurations, such as being similar to any one of themicromobility transit vehicles 110, 110 a-d, described above. In theembodiment shown in FIG. 4, the micromobility transit vehicle 400includes a wheel 402, a dynamo 404 associated with the wheel 402, acontrol module 406, and a battery 408, although such a configuration isillustrative only. For example, the micromobility transit vehicle 400may not include the battery 408, in which case the micromobility transitvehicle 400 simply includes the wheel 402, the dynamo 404, and thecontrol module 406. The wheel 402 may be a drive wheel or a driven wheelof the micromobility transit vehicle 400. Similarly, the wheel 402 maybe a front wheel or a rear wheel of the micromobility transit vehicle400. For ease of reference, however, the wheel 402 is shown anddescribed below as the front, driven wheel of the micromobility transitvehicle 400. Depending on the application, the wheel 402 may be definedby a hub, a rim, a tire, and a plurality of spokes connecting the rim tothe hub. In some embodiments, the wheel 402 may be defined simply as therim or any other sub-component or sub-assembly of the hub, rim, tire,and spokes.

The dynamo 404 may be any electrical power generator configured toconvert mechanical (e.g., kinetic) energy of the wheel 402 intoelectrical energy or power. For instance, the dynamo 404 may be agenerator, a magneto, an alternator, an electrical power generator, orthe like. The dynamo 404 may be coupled to the wheel 402 such thatrotation of the wheel 402 causes rotation of at least a portion of thedynamo 404, such as corresponding rotation, a geared reduction rotation,or a geared overdrive rotation. In some embodiments, the dynamo 404 mayutilize rotating coils of wire and one or more magnetic fields toconvert mechanical rotation of the wheel 402 into electric currentthrough Faraday's law of induction and Lenz's law. For example, thedynamo 404 may include a first portion 412 and a second portion 414. Thefirst portion 412, which may be referred to as a stator and may be astationary portion, may produce a magnetic field through permanentmagnets, electromagnets, and/or field coils. The second portion 414,which may be referred to as an armature and may be a movable portion,may include one or more sets of windings that rotate within the magneticfield produced by the first portion 412. Due to Faraday's law ofinduction, the motion of the windings within the magnetic field createsan electric current in the windings. Depending on the application, thedynamo 404 may produce direct current (DC) or the dynamo 404 may producealternating current (AC). Thus, the dynamo 404 described herein is notlimited to configurations typically associated with DC electricalgenerators (as associated with the term “dynamo”) but also includesconfigurations typically associated with AC electrical generators (asassociated with the term “magneto” or “alternator”). Accordingly, thedynamo 404 is limited only by the embodiments described herein andencompasses any electrical power generator configured to convertmechanical or kinetic energy of the wheel 402 into electrical energy orpower. In addition, the dynamo 404 may be associated with othercomponents of the micromobility transit vehicle 400 that rotate duringoperation. For instance, the dynamo 404 may be associated with one ormore pedals of the micromobility transit vehicle 400, such that rotationof the one or more pedals creates electrical energy or power within thedynamo 404.

Depending on the application, the first portion 412 of the dynamo 404may be coupled to or define a first portion of the micromobility transitvehicle 400, and the second portion 414 of the dynamo 404 may be coupledto or define a second portion of the micromobility transit vehicle 400.For instance, the first portion 412 of the dynamo 404 may be coupled toor define a stationary portion of the micromobility transit vehicle 400.Similarly, the second portion 414 of the dynamo 404 may be couple to ordefine at least a portion of a movable portion of the micromobilitytransit vehicle 400. For example, the first portion 412 of the dynamo404 may be coupled to or define an axle 422 of the micromobility transitvehicle 400. In such embodiments, the second portion 414 of the dynamo404 may be coupled to or define at least a portion of a hub 424 of thewheel 402 that rotates about the first portion 412 of the dynamo 404. Inthis manner, the dynamo 404 may be integrated into the hub 424 of thewheel 402 such that the dynamo 404 is part of the wheel 402, in whichcase the dynamo 404 may be referred to as a hub dynamo. In someembodiments, the dynamo 404 may be coupled to the wheel 404. Forinstance, the dynamo 404 may be secured to the micromobility transitvehicle 400 such that the dynamo 404 is activated by rotation of thewheel 404. For example, the dynamo 404 may be positioned at leastpartially in contact with the rim or hub of the wheel 404 such thatmovement of the rim or hub rotates the dynamo 404.

The control module 406 may include many configurations operable tocontrol one or more operations of the micromobility transit vehicle 400based upon a sensed condition or characteristic of the dynamo 404. Forinstance, as described herein, the control module 406 may be configuredto transmit a control signal to the battery 408 upon receiving a signalfrom the dynamo 404. For instance, the control module 406 may beconfigured to transmit a control signal to the battery 408 upon sensingpower from the dynamo 404. In this manner, the control module 406 may beplaced or positioned between the dynamo 404 and the battery 408 of themicromobility transit vehicle 400. In such embodiments, the controlmodule 406 may be considered a battery control module. In someembodiments, the control module 406 may be configured to transmit acontrol signal to a user interface, such as user interface 113 of FIG.1, described above.

Depending on the application, the control module 406 may be connected tothe dynamo 404 through one or more dynamo cables 430 routed from thedynamo 404 to the control module 406. For instance, the dynamo cables430 may be routed through a front fork 432 of the micromobility transitvehicle 400 from the dynamo 404 to the control module 406. Similarly,the control module 406 may be connected to the battery 408 through oneor more control cables 440 routed from the battery 408 to the controlmodule 406. For instance, the control cables 440 may be routed through aportion of a frame 442 of the micromobility transit vehicle 400 from thebattery 408 to the control module 406.

As shown in FIG. 4, the micromobility transit vehicle 400 may include astorage basket 450. The storage basket 450 may be similar to the userstorage 146 described above. For instance, the storage basket 450 may bemounted to the micromobility transit vehicle 400 above the wheel 402.Depending on the application, the storage basket 450 may be mounted tothe front of the micromobility transit vehicle 400 above the frontwheel, such as that shown in FIGS. 3A and 4. The control module 406 maybe located underneath the storage basket 450. For instance, the storagebasket 450 may include an enclosure 452 positioned beneath the storagebasket 450. The enclosure 452 may be sealed, positioned, and/or designedto limit ingress of dirt, fluid, and other debris. In such embodiments,the control module 406 may be located at least partially within theenclosure 452 to shield and/or protect the control module 406 from theelements and/or tampering. In such embodiments, the dynamo cables 430may be routed from the dynamo 404 to within the enclosure 452 forconnection with the control module 406. Similarly, the control cables440 may be routed from the battery 408 to within the enclosure 452 forconnection with the control module 406.

The battery 408 may include many configurations configured to provideelectrical power to the micromobility transit vehicle 400. For instance,the battery 408 may be implemented as one or more cells (e.g., lithiumion battery cells) configured to provide electrical power to apropulsion system to propel micromobility transit vehicle 400. Thebattery 408 may be similar to battery 124 of FIGS. 1-3C, describedabove.

FIG. 5 illustrates a schematic representation of a system 500 formicromobility transit vehicle 400 in accordance with an embodiment ofthe disclosure. The system 500 may be a battery activation or wake-upsystem operable to activate or wake the battery 408 from a battery-offstate based on one or more dynamic characteristics of the micromobilitytransit vehicle 400, such as movement of the wheel 402 (e.g., beyond athreshold movement), as described below. In some embodiments, the system500 may activate or wake the battery 408 from a battery-off state to abattery-on state. Depending on the application, the battery 408 may beconfigured to receive a manual signal that wakes the battery 408 fromthe battery-off state. For example, manual actuation of a power buttonby a user or operator may cause the battery 408 from the battery-offstate. As described herein, the system 500 may be configured to wake thebattery 408 from the battery-off state without the manual signal. Forinstance, based at least on one or more wheel movements of themicromobility transit vehicle 400, the system 500 may automatically wakethe battery 408 from the battery-off state, as detailed below.

Depending on the application, the battery-off state may be a sleep modeof the battery 408, a powered down or standby mode of the battery 408, aprotection mode of the battery 408, and/or a locked mode of the battery408. For example, after a period of inactivity, the battery 408 mayenter a sleep mode, which may be a low-power mode of the battery 408 toconserve battery power. After an extended period of inactivity, or asdirected by an operator of the micromobility transit vehicle 400 (e.g.,locally by a rider or a service technician, remotely by a fleet manager,etc.), the battery 408 may enter a powered down or standby mode, whichmay be a no-power mode of the battery 408 to further conserve batterypower. Upon a detection of threat to the micromobility transit vehicle400 or to one or more components thereof (e.g., to the battery 408), thebattery 408 may enter a protection mode and/or a locked mode to protectagainst the detected threat. Although the battery-off state may be anynumber of low or no-power states of the battery 408, the battery-offstate may simply be referred to as a sleep mode. In this manner, “sleepmode” may refer to any number and/or type of battery-off states in whichpower discharge from the battery 408 is limited. The battery-on statemay be any battery mode that permits the battery 408 to provide power tothe micromobility transit vehicle 400 (e.g., an active mode).

In some embodiments, the system 500 may be operable to activate or wakeother portions of the micromobility transit vehicle 400, such as userinterface 113, based on the same one or more dynamic characteristics ofthe micromobility transit vehicle 400, such as movement of the wheel 402(e.g., beyond a threshold movement). In such embodiments, the userinterface 113 (or other portion of the micromobility transit vehicle 400associated with the control module 406) may include similar off statesas described above, such as a sleep mode of the user interface 113, apowered down or standby mode of the user interface 113, a protectionmode of the user interface 113, and/or a locked mode of the userinterface 113.

As shown in FIG. 5, the system 500 includes the dynamo 404, the controlmodule 406 communicatively coupled to the dynamo 404, and the battery408 communicatively coupled to the control module 406. As describedherein, “communicatively coupled” means electrically coupled (e.g., forpower coupling), electronically coupled (e.g., for sensor data and/orsignal communication), or both electrically coupled and electronicallycoupled together. Depending on the application, the dynamo 404 andcontrol module 406 may be communicatively coupled through a wiredconnection (e.g., through dynamo cables 430) and/or through a wirelessconnection. Similarly, the control module 406 and the battery 408 may becommunicatively coupled through a wired connection (e.g., throughcontrol cables 440) and/or through a wireless connection.

The dynamo 404 may be configured to transmit a first signal 502 based atleast on a detection of one or more movements of the wheel 402 thatmeets or exceeds a threshold movement. For instance, a user or operatorof the micromobility transit vehicle 400 may push, pull, or otherwisemove the micromobility transit vehicle 400 across a surface such thatthe wheel 402 rotates. Once the wheel 402 rotates a predeterminedthreshold amount, the dynamo 404 may be triggered to transmit the firstsignal 502, such as to the control module 406. For instance, the dynamo404 may transmit the first signal 502 via one or more wired or wirelesscommunication protocols. In some embodiments, the first signal 502 maybe transmitted to a communication bus located on the micromobilitytransit vehicle 400. In some embodiments, the first signal 502 may bereferred to as a dynamo signal.

The threshold movement may be a rotational degree of the wheel 402 or adistance traveled by the wheel 402. For instance, the threshold movementmay be a quarter turn of the wheel 402, between 5° and 15° rotation ofthe wheel 402, between 15° and 30° rotation of the wheel 402, between30° and 60° rotation of the wheel 402, between 60° and 90° rotation ofthe wheel 402, between 90° and 135° rotation of the wheel 402, between135° and 180° rotation of the wheel 402, between 180° and 270° rotationof the wheel 402, between 270° and 360° rotation or the wheel 402, orgreater than 360° rotation of the wheel 402.

In some embodiments, the threshold movement may be based on the distancetraveled by the wheel 402, which may provide uniformity across transitvehicles with different wheel sizes. For instance, the thresholdmovement may be between 3 in. and 6 in traveled by the wheel 402,between, 6 in. and 12 in. traveled by the wheel 402, between 12 in. and24 in. traveled by the wheel 402, or greater than 24 in. traveled by thewheel 402. Thus, the threshold movement may be the same or similarbetween a first transit vehicle (e.g., a kick-scooter) with a firstdiameter wheel (e.g., a smaller diameter wheel) and a second transitvehicle (e.g., a bicycle) with a second diameter wheel (e.g., a largerdiameter wheel).

In some embodiments, the threshold movement may be based on a minimumelectrical energy generation to transmit the first signal 502. Forinstance, the threshold movement may be based on the amount of wheelrotation needed for the dynamo 404 to generate the electrical energyneeded to transit the first signal 502. Once the requisite electricalenergy is generated by the dynamo 404, the dynamo 404 may transmit thefirst signal 502. In some embodiments, the threshold movement may bebased on a minimum electrical energy generation to power the controlmodule 406. For instance, the threshold movement may be a minimummovement requisite to charge one or more capacitors and power thecontrol module 406.

With continued reference to FIG. 5, the control module 406 may beconfigured to receive the first signal 502 transmitted by the dynamo404. For example, the control module 406 may be configured to receivethe first signal 502 over the communication bus of the micromobilitytransit vehicle 400. Depending on the application, the first signal 502may be a first wake-up command causing the control module 406 to wakefrom a first sleep mode. For instance, after a period of inactivity ofthe micromobility transit vehicle 400 (e.g., parked for a thresholdperiod, no signal received from the dynamo 404, etc.) or based on astatus of the micromobility transit vehicle 400 (e.g., ride ended byuser or operator, detected threat or theft, etc.), the control module406 may enter the first sleep mode to conserve battery power and/orlimit use of the micromobility transit vehicle 400. In some embodiments,the first signal 502 may simply be the presence of power from the dynamo404.

In some embodiments, the control module 406 may be configured to receivea signal 506 from an inertial measurement unit (IMU) 504 of themicromobility transit vehicle 400. In some embodiments, the signal 506received from the IMU 504 may function as the first signal 502 to causethe control module 406 to wake from the first sleep mode. For instance,the control module 406 may be powered by its own onboard battery. Hence,the control module 406 may not be powered by the dynamo 404. In suchembodiments, the IMU 504 may be used to detect motion of themicromobility transit vehicle 400 to signal the control module 406 towake up the battery 408. In such embodiments, the control module 406 maymonitor the IMU 504 and the voltage of the onboard battery and/or thebattery 408 to cause the micromobility transit vehicle 400, or portionsthereof, to enter a sleep mode (e.g., a battery-off state) as much aspossible to conserve battery power.

In some embodiments, the signal 506 received from the IMU 504 may beused by the control module 406 to confirm the first wake-up commandreceived from the dynamo 404. For instance, after receiving the firstsignal 502 from the dynamo 404, the control module 406 may confirm withthe IMU 504 that the micromobility transit vehicle 400 is moving and/ornot under threat. In some embodiments, the control module 406 may verifythe first wake-up command with one or more additional sensors or modulesof the micromobility transit vehicle 400, such as verifying the firstwake-up command with a fleet management system/server. In someembodiments, the control module 406 may verify the first wake-up commandwith one or more proximity sensors configured to detect whether themicromobility transit vehicle 400 is leaving a docked location (e.g.,docking station 300 of FIG. 3D).

Upon receiving the first signal 502 from the dynamo 404, the controlmodule 406 may be configured to transmit a second signal 508, such as tothe battery 408. For example, the control module 406 may transmit thesecond signal 508 via one or more wired or wireless communicationprotocols, such as via a communication bus. The control module 406 mayanalyze the first signal 502 and transmit the second signal 508 based onthe analysis of the first signal 502. In this manner, the control module406 may include a logic structure. For instance, the control module 406may analyze the strength, quality, repetition, and/or othercharacteristic of the first signal 502. Once the analysis determines thefirst signal 502 meets a threshold requirement, the control module 406may be triggered to transmit the second signal 508. In some embodiments,the control module 406 may transmit the second signal 508 irrespectiveof the characteristics of the first signal 502, such as immediately uponreceiving the first signal 502. The second signal 508 may be acontroller area network (CAN) signal.

As shown in FIG. 5, the battery 408 may be configured to receive thesecond signal 508 transmitted by the control module 406. The secondsignal 508 may cause the battery 408 to change from a first state to asecond state. For instance, the second signal 508 may be a secondwake-up command causing the battery 408 to wake from a second sleepmode. In this manner, the control module 406 may be configured to wakethe battery 408 without a manual signal from the user or operator, whichis required in some legacy systems, as noted above. In such embodiments,the first state may be the second sleep mode, and the second state maybe an awake or active mode. Similar to the control module 406, after aperiod of inactivity of the micromobility transit vehicle 400 (e.g.,parked for a threshold period, no signal received from the dynamo 404,etc.) or based on a status of the micromobility transit vehicle 400(e.g., ride ended by user or operator, detected threat or theft, etc.),the battery 408 may enter the second sleep mode. For instance, thesecond sleep mode may limit discharge of the battery 408 to conservebattery power and/or limit use of the micromobility transit vehicle 400.Upon receiving the second signal 508 from the control module 406, thebattery 408 may be allowed to discharge to propel the micromobilitytransit vehicle 400 and/or power other elements of the micromobilitytransit vehicle 400. Accordingly, the battery 408 may include a smartlogic device to control discharge of the battery 408.

In some embodiments, the control module 406 may be configured to causethe micromobility transit vehicle 400 to enter a low-power mode toconserve battery power. For example, the control module 406 may causethe battery 408 to enter a battery-off state, such as any of thebattery-off states mentioned above, based at least on a period of timewithout receiving the first signal from the dynamo 404. The period oftime may be a predefined time period or may be dynamic based on one ormore operating conditions of the micromobility transit vehicle 400. Forexample, if the micromobility transit vehicle 400 is stopped at a stoplight or is otherwise located in an area with frequent, extended stops,the period of time before the control module 406 causes the battery 408to enter a battery-off state may be prolonged.

Continuing to refer to FIG. 5, the system 500 may include othercomponents or features. For example, micromobility transit vehicle 400may include a propulsion system 510. In such embodiments, the battery408 may provide electric power to the propulsion system 510 upon wakingfrom the second sleep mode upon receipt of the second signal 508 fromthe control module 406. In this manner, the system 500 may provide afunctional and intuitive method of powering/waking up the micromobilitytransit vehicle 400 from a sleep mode, simplifying and/or streamliningan activation stage of the micromobility transit vehicle 400 to improvethe ride experience for the user or operator.

The propulsion system 510 may be similar to the propulsion system 122described above. For instance, propulsion system 510 may be implementedas one or more motor-based propulsion systems, and/or other types ofpropulsion systems that can be used to provide motive force to themicromobility transit vehicle 400. In such embodiments, the propulsionsystem 510 may include an electric motor powered by the battery 408.

In some embodiments, the system 500 may include one or more accessories,modules, sensors, or features 520 (hereinafter “accessory features” forease of reference without intent to limit) of the micromobility transitvehicle 400. In such embodiments, the dynamo 404 may provide electricalpower to the one or more accessory features 520. For instance, the oneor more accessory features 520 may include an anti-theft module 522, atracking module 524, a communications module 526, a telemetry module528, or any combination thereof. In some embodiments, the one or moreaccessory features 520 may include a headlight, a taillight, a lightstrip, an indicator light, an audible alarm, or any combination thereof.Depending on the application, the dynamo 404 may be used to power onlythe one or more accessory features 520 of the micromobility transitvehicle 400, with the control module 406 utilizing other power sources(e.g., separate onboard battery, etc.) and other signals (e.g., from theIMU 504) to signal when to wake up the battery 408.

The anti-theft module 522 may be configured to determine whether themicromobility transit vehicle 400 is being stolen or tampered with, suchas through use of one or more sensors associated with the micromobilitytransit vehicle 400 (e.g., accelerometer, force sensors, etc.). When athreat is detected, the anti-theft module 522 may prevent use of themicromobility transit vehicle 400, such as via locking one or morewheels, preventing discharge of the battery 408, preventing batteryreplacement, locking the propulsion system 510, or the like. Because theanti-theft module 522 is powered, at least partially, by the dynamo 404,the anti-theft module 522 may function even if the battery 408 is fullydischarged or removed, as long as the wheel 402 of the micromobilitytransit vehicle 400 is being rotated.

The tracking module 524 may include a GPS device or other trackingelement operable to transmit a location of the micromobility transitvehicle 400. The tracking module 524 may assist in asset recoveryoperations. For example, the tracking module 524 may be used to locatethe micromobility transit vehicle 400 when charging and/or othermaintenance is required or in the case of theft or vandalism. Becausethe tracking module 524 is also powered, at least partially, by thedynamo 404, the tracking module 524 may function even if the battery 408is fully discharged or removed, as long as the wheel 402 of themicromobility transit vehicle 400 is being rotated.

The communications module 526 may include one or more communicationdevices (e.g., Bluetooth device, Wi-Fi device, etc.) allowing themicromobility transit vehicle 400 to communicate with one or more usersof a network, such as a fleet manager/service provider. In someembodiments, the communications module 526 may permit communicationsbetween vehicles. For example, the micromobility transit vehicle 400 maycommunicate, via the communications module 526, with other transitvehicles and/or with a station or beacon. For instance, themicromobility transit vehicle 400 may offload data to a fixed station(e.g., docking station 300 of FIG. 3D) via the communications module526. The communications module 526 may function in conjunction with theanti-theft module 522 and/or the tracking module 524 to assist in assetrecovery operations and/or alert a fleet servicer operator/server ofdetected threat or other status of the micromobility transit vehicle400. Because the communications module 526 is also powered, at leastpartially, by the dynamo 404, the communications module 526 may functioneven if the battery 408 is fully discharged or removed, as long as thewheel 402 of the micromobility transit vehicle 400 is being rotated. Thecommunications module 526 may be similar to the communications module120 and/or the communications module 134 described above.

The telemetry module 528 may include one or more sensors operable todetermine one or more dynamic characteristics of the micromobilitytransit vehicle 400. For example, the telemetry module 528 may determinethe distance traveled, speed, inclination angle, local conditions, crashstatus, or any combination thereof of the micromobility transit vehicle400. Depending on the application, the telemetry module 528 may include,or receive one or more signals from, the dynamo 404 and/or the IMU 504.For example, one or more signals received from the dynamo 404 may beused to determine the distance traveled and the speed of themicromobility transit vehicle 400. One or more signals received from theIMU 504 may be used for dead reckoning, hill detection, and/or crashdetection. In some embodiments, the telemetry module 528 may include apressure sensor for altitude estimation. Because the telemetry module528 is also powered, at least partially, by the dynamo 404, thetelemetry module 528 may function even if the battery 408 is fullydischarged or removed, as long as the wheel 402 of the micromobilitytransit vehicle 400 is being rotated.

In some embodiments, the dynamo 404 may support a smart powertrainfeature of the micromobility transit vehicle 400. For example, thedynamo 404 may provide a speed signal for a wheel that does not alreadya speed sensor built in. For instance, a speed of the micromobilitytransit vehicle 400 may be determined based on the frequency, level,and/or other characteristic of the signal and/or power generated by thedynamo 404. The dynamo 404 may support variable braking and/or variablepropulsion of the micromobility transit vehicle 400 (e.g., the wheel402) based on one or more sensed conditions of the micromobility transitvehicle 400. For instance, the smart powertrain may provide dynamic“boost” based on the speed signal received from the dynamo 404, whetheralone or in combination with other sensors of the micromobility transitvehicle 400 (e.g., IMU signals, accelerometers, etc.).

In some embodiments, the dynamo 404 may support a smart maintenancefeature of the micromobility transit vehicle 400. For instance, thesignal and/or power generated by the dynamo 404 may be analyzed, whetheralone or in combination with other sensors of the micromobility transitvehicle 400 (e.g., accelerometers, IMU, etc.), to determine milestraveled, detect abnormal power and/or braking events, detect crashes,or detect threats, among others. Such information may be used togenerate a predictive maintenance schedule tailored to the conditions ofthe micromobility transit vehicle 400. Such information may be used togenerate a ride profile of the micromobility transit vehicle 400. Theride profile may include information related to miles traveled, batterydegradation, use history, use type, etc. In some embodiments, triggeringevents (e.g., detected crashes, threats, etc.) may be sent to a fleetmanager to indicate that service or asset recovery operations isrecommended.

The system 500 may be implemented using hardware, software, orcombinations of hardware and software. For example, the system 500 mayinclude a non-transitory medium storing instructions, and one or morehardware processors operable to execute the instructions stored on thenon-transitory medium to cause the system 500 to perform operations. Asdescribed herein, the operations include detecting a movement of thewheel 402; determining whether the movement exceeds a thresholdmovement; based on determining the movement exceeds the thresholdmovement, transmitting a signal to the battery 408; and based onreceiving the signal, causing the battery 408 to wake from a sleep mode.In some embodiments, the operations include transmitting a second signalfrom the dynamo 404 to the control module 406 prior to transmitting thesignal to the battery 408 and based on determining the movement exceedsthe threshold movement.

In some embodiments, the system 500 may be implemented on one or morelegacy transportation systems, such as retrofitted to one or more legacymicromobility transit vehicles that have or do not have a battery(hereinafter “legacy vehicle”). For example, the dynamo 404 may beattached to, coupled with, or otherwise associated with a wheel of alegacy vehicle such that movement of the wheel activates the dynamo 404.In some embodiments, the dynamo 404 may be connected to an existingwheel of a legacy it vehicle. In some embodiments, an existing wheel ofthe legacy vehicle may be replaced with a new wheel, such as wheel 402,that includes dynamo 404 as part of the wheel. In some embodiments, theexisting wheel of the legacy vehicle may be disassembled and the dynamo404 added to the existing wheel, such as defining a new hub of theexisting wheel.

In these and other embodiments, the dynamo cables 430 of the controlmodule 406 may be routed at least partially through the front fork 432of the legacy vehicle and connected to the dynamo 404. The controlcables 440 of the control module 406 may also be routed to an existingbattery of the legacy vehicle to provide the wake or activation featuredescribed herein. In embodiments without a battery, the control cables440 may be routed to one or more other portions of the legacy vehiclecontrollable by the control module 406, such as to user interface 113,to wake or activate the one or more other portions of the legacy vehiclebased on motion of the wheel.

FIG. 6A illustrates a perspective view of the control module 406 inaccordance with an embodiment of the disclosure. FIG. 6B illustratesanother perspective view of the control module 406 with a housingremoved for illustrations purposes in accordance with an embodiment ofthe disclosure. As shown, the control module 406 may include a pluralityof components, modules, or assemblies assembled together as a unit. Forexample, the control module 406 may include a two-piece housing 600 witha base 602 and a lid 604, the housing 600 defining an interiorcompartment 606. The housing 600 may be plastic, and the lid 604 may besealed to the base 602 to seal the interior compartment 606 from dirt,fluid, and other debris. In some embodiments, the housing 600 may be acommercial off the shelf enclosure. The control module 406 may include aprinted circuit board (PCB) 610 or other logic board with one or morechipsets, processors, transistors, or other electronics, or anycombination thereof. The dynamo cables 430 may be connected to one sideof the PCB 610, and the control cables 440 may be connected to anotherside of the PCB 610, such as to an opposing side of the PCB 610.

In some embodiments, the control module 406 may include a firstcontroller 620 configured to receive the first signal 502 based on adynamic characteristic of the micromobility transit vehicle 400. Forexample, as explained above, the dynamic characteristic may be amovement of the wheel 402 of the micromobility transit vehicle 400beyond a threshold movement. The control module 406 may include a secondcontroller 622 configured to transmit the second signal 508 to thebattery 408 based at least on a receipt of the first signal 502 by thefirst controller 620. As noted above, the second signal 508 may causethe battery 408 to change from a first state to a second state. Forinstance, the first state may be a sleep mode of the battery 408limiting discharge of the battery 408. The second state may be an awakeor active mode of the battery 408 permitting discharge of the battery408. The first controller 620 and second controller 622 may include oneor more hardware processors (e.g., MCUs, chipsets, or other logicdevice) operable to execute instructions stored on a non-transitorymedium. Depending on the application, the first controller 620 and thesecond controller 622 may be a single integrated controller or circuitwith separate logic structures or a single logic structure.

FIG. 7 illustrates a flow diagram of a process 700 of waking a batteryfrom a battery-off state based on detected movement of a wheel of amicromobility transit vehicle in accordance with an embodiment of thedisclosure. It should be appreciated that any step, sub-step,sub-process, or block of process 700 may be performed in an order orarrangement different from the embodiments illustrated by FIG. 7. Forexample, one or more blocks may be omitted from or added to the process700. Although process 700 is described with reference to the embodimentsof FIGS. 1-6, process 700 may be applied to other embodiments.

In Block 702, process 700 includes detecting a movement of a wheel of amicromobility transit vehicle. For instance, a movement of the wheel 402of micromobility transit vehicle 400 may be detected via the dynamo 404and/or the control module 406, such as explained above. In someembodiments, the presence of power from the dynamo 404 may indicatemovement of the wheel 402. In Block 704, process 700 includesdetermining the movement meets or exceeds a threshold movement. Forinstance, Block 704 may include determining whether the wheel 402rotates a predetermined threshold amount (such as through a minimumrotational degree of the wheel 402) or travels a predetermined thresholddistance (such as a minimum distance traveled by the wheel 402 along asurface), as explained above.

In Block 706, process 700 includes transmitting a signal to a battery ofthe micromobility transit vehicle. For example, the control module 406may transmit a signal to the battery 408 once movement of the wheel 402meets or exceeds the threshold movement, as described above. Dependingon the application, the signal may be transmitted wirelessly or over awired connection between the control module 406 and the battery 408. InBlock 708, process 700 includes causing the battery to wake from abattery-off state and provide power to the micromobility transit vehiclein response to receiving the signal. For example, the signal may be awake-up command causing the battery 408 to change from a sleep mode toan awake or active mode. The sleep mode of the battery 408 may limitdischarge of the battery 408, such as to conserve battery power and/orlimit use of the micromobility transit vehicle 400. The awake or activemode of the battery 408 may permit discharge of the battery 408 topropel the micromobility transit vehicle 400 and/or power otheraccessories or features of the micromobility transit vehicle 400.

In Block 710, process 700 may include receiving a second signal from adynamo associated with the wheel and communicatively coupled to acontrol module. In such embodiments, the detecting of movement of thewheel may be by the control module 406. The transmitting of the signalto the battery may be by the control module 406 in response to receivingthe second signal from the dynamo 404. For instance, the second signalfrom the dynamo 404 may be the first signal 502 described above. Thesignal transmitted to the battery may be the second signal 508 describedabove. The dynamo may be similar to the dynamo 404 described above. Thecontrol module may be similar to the control module 406 described above.

Where applicable, various embodiments provided by the present disclosurecan be implemented using hardware, software, or combinations of hardwareand software. Also, where applicable, the various hardware componentsand/or software components set forth herein can be combined intocomposite components comprising software, hardware, and/or both withoutdeparting from the spirit of the present disclosure. Where applicable,the various hardware components and/or software components set forthherein can be separated into sub-components comprising software,hardware, or both without departing from the spirit of the presentdisclosure. In addition, where applicable, it is contemplated thatsoftware components can be implemented as hardware components, andvice-versa.

Software in accordance with the present disclosure, such asnon-transitory instructions, program code, and/or data, can be stored onone or more non-transitory machine-readable mediums. It is alsocontemplated that software identified herein can be implemented usingone or more general purpose or specific purpose computers and/orcomputer systems, networked and/or otherwise. Where applicable, theordering of various steps described herein can be changed, combined intocomposite steps, and/or separated into sub-steps to provide featuresdescribed herein.

Embodiments described above illustrate but do not limit the invention.It should also be understood that numerous modifications and variationsare possible in accordance with the principles of the invention.Accordingly, the scope of the invention is defined only by the followingclaims.

What is claimed is:
 1. A multimodal transportation system, comprising:one or more micromobility transit vehicles, wherein each of the one ormore micromobility transit vehicles comprises: an electric batteryconfigured to receive a manual signal that wakes the electric batteryfrom a battery-off state to a battery-on state; a dynamo configured todetect one or more wheel movements that meets or exceeds a thresholdmovement and transmit a dynamo signal; and a control module coupled tothe dynamo, wherein the control module is configured to receive thedynamo signal from the dynamo and wake the electric battery from thebattery-off state to the battery-on state without the electric batteryreceiving the manual signal.
 2. The multimodal transportation system ofclaim 1, wherein each of the one or more micromobility transit vehiclescomprises an electric motor, wherein upon waking the electric batteryfrom the battery-off state to the battery-on state, the electric batteryprovides electric power to the electric motor.
 3. The multimodaltransportation system of claim 1, wherein: each of the one or moremicromobility transit vehicles comprises: a communication bus, whereinthe dynamo is configured to transmit the dynamo signal to thecommunication bus and the control module is configured to receive thedynamo signal over the communication bus; and a fork supporting a wheelcomprising the dynamo; the communication bus is positioned from thecontrol module through the fork to the dynamo; and the dynamo isintegrated into a hub of the wheel to detect the one or more wheelmovements that meets or exceeds the threshold movement.
 4. Themultimodal transportation system of claim 1, wherein at least some ofthe one or more micromobility transit vehicles each comprises a storagebasket mounted above a wheel comprising the dynamo, and wherein thecontrol module is located within a sealed enclosure underneath thestorage basket.
 5. The multimodal transportation system of claim 1,wherein: each of the one or more micromobility transit vehicles furthercomprises one or more accessory features; and the dynamo provideselectrical power to the one or more accessory features.
 6. Themultimodal transportation system of claim 5, wherein the one or moreaccessory features of each of the one or more micromobility transitvehicles comprise: an anti-theft module limiting use of the one or moremicromobility transit vehicles upon detection of a threat to the one ormore micromobility transit vehicles; a tracking module configured totransmit a location of the one or more micromobility transit vehicles; acommunications module comprising one or more communication devicesfacilitating communication between the one or more micromobility transitvehicles; and/or a telemetry module configured to determine at least oneof a distance traveled, speed, inclination angle, local conditions, andcrash status of the one or more micromobility transit vehicles.
 7. Themultimodal transportation system of claim 1, wherein the dynamo providesa speed signal supporting a smart powertrain feature of each of the oneor more micromobility transit vehicles, and wherein the smart powertrainfeature comprises variable braking and/or variable propulsion of a wheelbased on one or more sensed conditions of each of the one or moremicromobility transit vehicles.
 8. The multimodal transportation systemof claim 1, wherein the control module causes the electric battery toenter the battery-off state based at least on a period of time withoutreceiving the first signal from the dynamo.
 9. The multimodaltransportation system of claim 1, wherein the one or more micromobilitytransit vehicles comprise one or more bicycles.
 10. A control module fora micromobility transit vehicle and configured to wake an electricbattery of the micromobility transit vehicle from a battery-off state toa battery-on state based on one or more sensed dynamic characteristicsof the micromobility transit vehicle that meet or exceed a threshold,the control module comprising: a first controller configured to receivea first signal based on the one or more sensed dynamic characteristicsof the micromobility transit vehicle that meet or exceed the threshold;and a second controller configured to transmit a second signal to theelectric battery based at least on a receipt of the first signal by thefirst controller, wherein the second signal causes the electric batteryto change from the battery-off state to the battery-on state.
 11. Thecontrol module of claim 10, wherein: the first signal is a first wake-upcommand causing the control module to wake from a first sleep mode; thebattery-off state is a second sleep mode of the electric battery; andthe battery-on state is an active mode of the electric battery.
 12. Thecontrol module of claim 10, wherein the one or more dynamiccharacteristics comprises a movement of a wheel of the micromobilitytransit vehicle that meets or exceeds a threshold movement.
 13. Thecontrol module of claim 10, wherein the first signal is received from aninertial measurement unit of the micromobility transit vehicle.
 14. Thecontrol module of claim 10, wherein the second signal is a controllerarea network signal.
 15. The control module of claim 10, wherein thecontrol module causes the electric battery to change from the battery-onstate to the battery-off state based at least on a period of timewithout receiving the first signal.
 16. A system for a micromobilitytransit vehicle, the system comprising: a non-transitory medium storinginstructions; and one or more hardware processors operable to executethe instructions to cause the system to perform operations comprising:detecting a movement of a wheel; determining whether the movement meetsor exceeds a threshold movement; based on determining the movement meetsor exceeds the threshold movement, transmitting a signal to a battery ofthe micromobility transit vehicle; and based on receiving the signal,causing the battery to wake from a battery-off state to a battery-onstate.
 17. The system of claim 16, further comprising: a dynamoassociated with the wheel; and a control module, wherein the operationsfurther comprise transmitting a second signal from the dynamo to thecontrol module prior to transmitting the signal to the battery and basedon determining the movement exceeds the threshold movement.
 18. Thesystem of claim 17, wherein the control module is configured to transmitthe signal to the battery to wake the battery from a sleep mode.
 19. Amethod comprising: detecting a movement of a wheel of a micromobilitytransit vehicle; determining the movement meets or exceeds a thresholdmovement; transmitting a signal to a battery of the micromobilitytransit vehicle; and in response to receiving the signal, causing thebattery to wake from a battery-off state and provide power to themicromobility transit vehicle.
 20. The method of claim 19, furthercomprising receiving a second signal from a dynamo associated with thewheel and communicatively coupled to a control module, wherein thedetecting is by the control module, and wherein the transmitting is bythe control module in response to receiving the second signal from thedynamo.